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A LOCK ON THE WELLAND CANAL 



WATERWAYS OF AMERICA 



BY ALEXANDER HUME FORD 



EXACTLY^ a century and a ciuarter 
ago, George Washington, to demon- 
strate the possibility of his oft- 
urged plan for an inland waterway con- 
necting the Atlantic Ocean with the 
Ohio River, and possibly the Great Lakes, 
set out from Jamestown on horseback to 
make a preliminary survey of the pro- 
posed canal along the banks of the Poto- 
mac and across the Alleghanies. So great 
was the confidence of the Virginians in 
^Ir. Washington, who was then best 
known as the father of the canal system 
of the colonies, that in December, 1775, 
they at once subscribed the money which 
he reported would be necessary to build 
the canal. Unfortunately, however, Mr. 
Washington never lived to see the com- 
pletion of his plans, although the Federal 
government is still at work upon them in 
a modified form. 

Events transpired in 1776 which for 
many years diverted all of Mr. Washing- 
ton's energies into other even more im- 
portant channels, so that while his name 
continued to appear as a director in sev- 



eral of America's most important canal 
projects, he was unable, with his multi- 
plicity of duties, to give that active per- 
sonal direction to the construction of in- 
ter-State waterways which he always so 
ardently desired. However, in 1792 Mr. 
Washington did secure the charter for, 
and became the iirst president of, what 
was afterwards the Erie Canal ; so that 
in both Xorth and South it was Washing- 
ton's brain that conceived the plan of an 
inter-State canal system to bind the col- 
onies more closely together, in spite of 
England's oft - expressed disapproval of 
such an undertaking, on the ground that 
it would tend to unite the colonies against 
the mother-country. 

More than a quarter of a century after 
Washington's startling proposition to 
unite the waters of the Great Lakes with 
those of the Atlantic, James Madison 
urged upon his fellow-statesmen the great 
need of a ship-canal from the waters of 
the Mississippi to those of Lake Michi- 
gan, through which light-draught war- 
vessels could pass into the great inland 




SAULT STE. MARIE— THE CANAL 



seas to protect, in time of war, the nu- 
merous settlements springing up on the 
shores of the western lakes. This sug- 
gestion will yet be carried out by the 
Federal government on a grander scale 
than Mr. Madison ever conceived. The 
Chicago Drainage Canal, twenty-two feet 
deei3, is now completed for a distance of 
forty miles. 

In 1824, John C. Calhoun, then Sec- 
retary of War, personally supervised the 
survey of the extension of the Chesapeake 
and Ohio Canal to Pittsburg, which was 
first advocated by Washington. It was 
Mr. Calhoun's fond hope to see this canal 
carried on to Lake Erie, and under his 
direction estimates were made for the 
entire distance from Georgetown to Ash- 
tabula. The engineers reported that 
there was sufficient water even at the 
summit amply to supply a canal ten 
feet deep in the driest summers; but the 
total cost of the undertaking staggered 
Congress, so that the eifort to make Balti- 
more the metropolis of America, in place 
of New York, came to naught. 

The construction of the Manchester 
ship-canal in England, and other great 
inland waterways in the Old World, 
built for the sole purpose of making sea- 
ports of inland cities, has taught the 
keen-eyed, cautious Yankee a lesson, so 
that to-day almost every great city of the 



North is deluging Congress with memo- 
rials pleading for ship-canal connections. 
Even far down South, and away out 
West, the people are beginning to catch 
the fever. Philadelphia urges upon the 
government at Washington the necessity 
of a twenty-seven-foot channel across the 
State of New Jersey, connecting the 
Quaker City with New York Harbor; 
Baltimore demands a similar depth across 
Delaware; Pittsburg is doing all in her 
power to raise the money necessary to 
complete her ship-canal from the Alle- 
ghany River to Lake Erie; Cincinnati 
has received encouragement from the 
Federal government in her desire for a 
deep-water channel to Toledo, and sur- 
veys have been made; Chicago urges the 
completion of a twenty-two-foot channel 
to St. Louis, as well as a canal due west 
from the Chicago River to the Father of 
Waters; Wisconsin has projected a canal 
across the State, connecting Lake Mich- 
igan with the Mississippi ; while Minne- 
apolis and Duluth are rejoicing over the 
report of the Federal engineers as to the 
feasibility of a ship-canal between the 
two cities. 

New York State has called in Federal 
aid and advice, besides sending its own 
representatives to Europe for the ex- 
press purpose of studying the canal 
systems of the Old World. The com- 



^ 




SAULT STE. MARIE CANAL-HEADQUARTERS 



missioners discovered that in France, 
along- 485 miles of canals and 741 miles 
of rivers is transported one-third as much 
freight as over the railways. In Ger- 
many the conditions were the same, ex- 
cept that the traffic on the inland water- 
ways was increasing much more rapidly 
than that of the railways. Russia, how- 
ever, is the one country of the world 
that sets a glowing examjile in the econ- 
omy of inland waterways. Her 34,000 
miles of navigable rivers and canals carry 
the preponderance of her freight traffic, 
and the government still pursues the pol- 
icy of making vast appropriations for 
building new canals, as well as for ex- 
tending the railway systems. With a 
sum of money not greater in amount 
than our annual appropriation for pen- 
sions, Russia may construct a ship- 
canal twenty-nine feet deep from Riga 
and St. Petersburg on the Baltic, to 
Odessa on the Black Sea. Through this 
inland waterway the largest war-ships in 
the navy would be able to steam at the 
rate of eight miles an hour. The same 
appropriation is to complete this canal 
from the Neva to the North Sea, so that 
steamboats can be run in summer from 
St. Petersburg or Moscow thousands of 
miles into Siberia, ascending the Yen- 
issei River even to Lake Baikal. 

Further still, the surplus of this ap- 
propriation is to be used for the con- 



struction of a ship-canal between the 
Black and Caspian seas; and next would 
be tackled the problem of diverting the 
waters of the Oxus back to its old course, 
so that it will again flow into the Cas- 
pian. With these two projects accom- 
l^lished, the steamers that now navigate 
this mighty Asiatic stream — from the Sea 
of Aral almost to the gates of Herat, in 
Afghanistan — will be able to proceed 
with heavy cargoes into the heart of Eu- 
rope. 

At present America has but 18,566 
miles of navigable rivers and canals; 
yet the marvellous possibilities of Rus- 
sian inland navigation can in many re- 
spects be excelled by those of America. 
With an expenditure equal in amount 
to the appropriation for pensions by a 
single Congress (nearly $300,000,000 for 
the two years), it has been estimated that 
an inland coast waterway could be made 
navigable for large steamers from Provi- 
dence Inlet, Rhode Island, to Galveston, 
Texas, and the Rio Grande, on the bound- 
ary-line between the United States and 
Mexico. A natural waterway for almost 
the entire distance already exists. To 
perfect the route, but comparatively little 
work is necessary. 

In fact, even now, modern torpedo- 
boats can pass from Narragansett Bay 
to a point one hundred miles south of 
Cape Hatteras without being compelled to 



786 



HARPER'S MONTHLY MAGAZINE. 



leave the inland passage at all. In April, 
1900, a bill was introduced in Congress 
to provide for the construction of a ship- 
canal, 19 miles long, from Boston Har- 
bor to Taunton River and Narragansett 
Bay; and another to build a free ship- 
canal, 30 feet deep and 13 miles long, 
across Maryland and Virginia, in order 
to connect the waters of the Chesapeake 
to those of the Delaware. The work to 
deepen the existing canal across New 
Jersey is not abandoned by any means ; 
so that, as a matter of fact, practically 
the only extensive work that remains to 




WELLAND CANAL (OLD) 

be accomplished is through the Dismal 
Swamp. An extension made of the 
sound channels to Wilmington, a cut- 
off dug through the lowlands of North 
Carolina from the Cape Fear River to 
the Waceamaw, and ' the much-talked-of 
ship - canal across Florida from the St. 
Johns River by way of the Suwanoe 
River would have to be built. Then 
several Louisiana swamps and bayous 
need to be dredged, and the coast of Tex- 
as would be reached. There are two 
breaks in the inlet system along the Tex- 
as coast which would have to be canalled 
in order to complete the system of inland 
coast waterway from Massachusetts to 
the Rio Grande, and up that river for 
many hundi'ed miles to El Presidio. 
The remarkable increase of steamboat 



and barge traffic of late years through 
existing inland waterways from Fall 
River to the sounds of North Carolina 
is bringing nearer every day the con- 
struction of the missing water links 
that will make one continuous river 
along our Atlantic and Gulf seaboards. 
From Philadelphia to Galveston not a 
lock would be necessary, unless, perhaps, 
on the canal through Florida. There are 
no great engineering difficulties to be 
overcome, and the work already accom- 
plished on Southern coast canals indi- 
cates that the completion of such a 
series of waterways could be ac- 
complished at a minimum cost. 
In fact, the government is even 
now connecting by canals the 
I various inlets on the South 
Carolina, Georgia, and Gulf 
coasts, as the traffic through 
some of these waterways has in- 
creased tenfold in the last 
decade. Across Florida, by way 
of the St. Johns River, Lakes 
Kissimmee and Okechobee, a 
steamboat canal is now in course 
of construction, while the inlets 
of Mississippi and Louisiana 
are being connected, and Hous- 
ton, Texas, with the sounds that 
run from Galveston to the 
vicinity of Tampico, Mexico. 
.,< I The completion of such a system 
' would still leave something over 
two-thirds of the appropriations 
we are supposed to be utilizing 
for other canals. 
The sura of $200,000,000, it has been 
estimated by Federal government en- 
gineers, would complete a fifteen-foot 
channel between New York city and 
Duluth, via the enlarged Erie Canal ; 
build the proposed ship-canals from Pitts- 
burg to Ashtabula, Cincinnati to Toledo, 
Chicago to the Mississippi, and the Du- 
luth-Minneapolis Canal from the head 
of the greatest of our lakes to the navi- 
gable channel of the Father of Waters; 
with possibly enough left over to continue 
our inland waterway to the navigable 
head of the Red River of the North, thus 
opening up to steamboat traffic vast sec- 
tions of the Northwest, and connecting 
Winnipeg Lake and Hudson Bay wiih 
the Gulf of Mexico and the Atlantic 
Ocean. 



WATERWAYS OF AMERICA. 



rs7 



From the terminus of such a proposed 
canal, at the Red River of the North, in 
Dakota, it would be less than two hun- 
dred miles due west, over a level prairie 
diversified by lakes and rivers, to the 
upper Missouri. If such a route is prac- 
ticable, the people of Montana, the Da- 
kotas, and Wyoming will doubtless agi- 
tate until a canal connection is made, as 
it would, with the other suggested water- 
ways completed, bring Fort Benton, at 
the foot of the Rockies, in direct steam- 
boat and barge connection with the 
Hudson River, nearly three thousand 
miles away. 

The government is spending large 
sums of money to make the Columbia 
River navigable from the Pacific Ocean 
to Lake Pend d'Oreille, in northern Ida- 
ho; and when this is accomplished, a dis- 
tance not much greater than the length 
of the proposed Nicaragua Canal will sep- 
arate the heads of navigation of the two 
great rivers, the Columbia and the Mis- 
souri, with the possibility that when the 
Missoula River and Lake Flathead, in 
Montana, are surveyed and improved, the 
distance will be lessened by another hun- 
dred miles or more. 

Perhaps some inspired latter-day Wash- 
ington is even now riding his horse along 
the banks of the Kootenai, dreaming of 
a canal through the valleys of the Rocky 
Mountains which will connect the waters 
of the Atlantic and the Pacific, and look- 
ing upon the great lakes in these moun- 
tains as heaven-born feeders of his colos- 
sal project of an ail-American inter- 
oceanic canal. He might even reason 
that the 1500 feet to be ascended by lock- 
age in the 100 miles from Fort Benton to 
the summit-level is no greater an engi- 
neering problem than the lift of 200 feet 
in five miles on the Erie Canal, or the 
elevation of the Black River Canal sum- 
mit in New York 1100 feet above the 
Hudson. If such a dreaming genius is 
to-day wandering through these moun- 
tains with his chain and sextant, doubt- 
less another Ericsson is somewhere per- 
fecting machinery that will eventually 
make possible the plans of the dreamer. 

In Canada the Dominion government 
has already spent twelve dollars per cap- 
ita on inland waterways to our paltry 
fifteen cents a head for deep-water canals. 
It is the ceaseless energy of Canada in 




788 



HARPERS MONTHLY MAGAZINE. 



building ship-canal after ship-canal, to 
divert the commerce of the lakes to her 
own territory, that has at last aroused 
our government to action. 

Since the civil war the Canadian gov- 
ernment had appropriated many millions 
of dollars to complete a fourteen - foot 
channel from Montreal, via the St. Law- 
rence River and the lakes, to Duluth. 
Last year the Puerto Rico, a steamship 
250 feet in length, built in Toledo, carried 
her cargo via the St. Lawrence River and 
the Atlantic coast to New York; and 
this spring the Soulanges Canal was open- 
ed for traffic, thus completing a fourteen- 
foot channel to the ocean. Immediately 
Chicago and other Western capitalists 
invested their money in the erection of 
elevators at Montreal, in which to store 
the 35,000,000 bushels of wheat they ex- 
pect the new route to divert from New 
York the first season. 

Notwithstanding the fact that, after 
all her vast expenditure of treasure, the 
tonnage of Canadian vessels on the lakes 
amounted last year to but eleven per cent, 
of the whole, yet the undaunted Domin- 
ion contemplates spending an additional 
thirty million dollars to build the Mon- 
treal, Ottawa, and Georgian Bay Canal. 
When completed, this will bring Duluth 
and Chicago five hundred miles nearer to 
Montreal, and give the ships of those 
cities a direct air-line route to Liverpool, 
one thousand miles shorter than via 
New York. Nor is this the only great 
canal project in Canada threatening 
American commercial interests and the 
supremacy of New York's Western traffic. 
The Trent Canal, connecting Georgian 
Bay and Lake Ontario, is to be built, 
while the Lake Huron-Toronto project is 
still being agitated. 

The government at Washington ap- 
pointed a commissioner to ascertain the 
most feasible route for an American ship- 
canal from the Great Lakes to the Atlan- 
tic, and three routes were reported on. 

The Niagara Falls Canal and Oswego 
route was the one advocated, although the 
advantages of the all-American inland 
canal from Buifalo were dwelt upon, and 
the estimated cost would be from a hun- 
dred and twenty-five millions to a quarter 
of a billion dollars. The larger estimate 
would allow for a depth of twenty-eight 
feet from T>ake Erie to the Battery, New 



York, and the estimated traffic passing 
through the canal proper would be 24,- 
000,000 tons a year. The saving on 
freight rates was estimated at $9,000,000 
per annum. At present less than 3,000,- 
000 tons of freight are carried on the 
Erie Canal during the 245 days that it 
is operated — a great falling off, due large- 
ly to an absurd law still in force which 
forbids any corporation with a capitaliza- 
tion of over $50,000 doing business on 
the waters of the canal. Recently a 
Cleveland company constructed a num- 
ber of steel barges especially suited for 
canal traffic, but they were turned back 
at Buffalo when it was learned that the 
comi^any operating them was capitalized 
for a larger amount. 

The Erie Canal has made New York 
the richest State in the Union, despite 
the superior mineral and other advan- 
tages of Pennsylvania. Along the Erie 
Canal and its branches have sprung up 
all of New York's great cities, and ninety 
per cent, of the taxes in the State are 
paid by the regions penetrated by the 
canals and their outlet, the Hudson Riv- 
er. The railroads have followed the 
canals, and the only four-tracked rail- 
road in the world to-day parallels the 
Erie Canal. 

The building of a ship-canal two miles 
long doubled, trebled, and quadrupled 
the traffic of the Great Lakes almost with- 
in a single decade, and sent steel rails 
flashing across the prairies westward 
from Lake Superior in every direction 
to gather traffic made lucrative by the 
improved waterway. Through the " Soo " 
Canal, connecting Lakes Superior and 
Huron, now deepened to twenty-two feet, 
pass yearly, during the seven or eight 
months of navigation, over 20,000,000 
tons of freight. This is one-third of the 
total trafiic of the Great Lakes, and near- 
ly thrice as great as the tonnage passing 
through the Suez Canal. Only two per 
cent, of this is claimed by Canada, al- 
though opposite the American canal at 
Sioux City there are massive locks be- 
longing to the Dominion. 

To form an idea of the tonnage now 
carried on the lakes, fix in your mind 
that the average trip of a lake freighter 
is something over eight hundred miles, 
which must multiply the (10,000,000 tons 
which arc loaded and unloaded at lake 



A I O y 




PRINCIPAL CANAL REGION OF THE UNITED STATES 



ports, SO that the ton-miles of freight 
carried equals forty per cent, of the 
amount of ton-miles of freight carried 
on all the railroads of the United States 
during the entire year. Full cargoes of 
iron ore can be loaded on 7000 - ton 
freighters at Duluth in less than three 
hours, and the cost for laying down the 
same at Euifalo is sixty cents per ton. 
The rate on wheat is two cents a bushel; 
copper ore, $2 per ton, and twenty-five 
cents a ton for coal. No railroad can 
compete with these rates, so the railroads 
have taken to the lakes, and the most 
magnificent boats on those waters are 
operated by the railroads. 

Pittsburg has had numerous sur- 
veys made, and is now getting ready 
to construct a thirty-three-million dollar 
waterway, sixteen feet in depth, from 
the junction of the Alleghany and Mo- 
nongahela rivers to Lake Erie at Ash- 
tabula. Lake steamers laden with coal 
will sail for Duluth, and Pittsburg hopes 
to become the terminus of the copper 
and iron ore trafiic of Minnesota. The 
energy of Pittsburg is remarkable. 
Southward she has made a waterway 
navigable for her steamers to the heart 
of West Virginia by utilizing the Monon- 
gahela River ; so that to - day George 



Washington's original route for a water- 
way across the Alleghanies lacks but a 
hundred miles of completion. When 
Pittsburg has built a ship-canal to the 
lakes, the city will doubtless turn longing 
eyes toward Chesapeake Bay, and lay 
plans to become a seaport as well as a lake 
port, besides being, as at present, the 
greatest river shipper of New Orleans 
and the Gulf of Mexico. 

Chicago, with her accustomed inde- 
pendence, also has displayed great enter- 
prise. After memorializing Congress in 
vain, she set to work and, at a cost of 
$33,000,000, constructed forty miles of the 
greatest ship-canal in the world. She 
pauses at present to catch her second 
breath, and observe whether the govern- 
ment will continue the twenty-two-foot 
channel to St. Louis. Chicago's first 
memorial to Congress for the construc- 
tion of the Hennepin Canal, from Chi- 
cago westward across the State to the 
Mississippi, is unique. It began by re- 
minding our statesmen that while they 
had appropriated four billion dollars and 
sacrificed 600,000 lives to hold several 
States in the Union, they begrudged the 
few million dollars necessary to bind the 
reunited States together by a system of 
waterways that forever would make them 



vwVrEKVVAYS OF AMERICA. 



791 



one commercially. The memorial con- 
cluded by quoting the following- words of 
John C. Calhoun : " Let us bind the re- 
public together. Let us conquer space 
by a perfect system of roads and canals." 
The government is now at work on this 
canal. 

Wisconsin has not been so fortunate 
in securing government aid for her trans- 
State ship-canal from Green Bay to the 
Mississippi River. Minneapolis and Du- 
lutli, however, induced Congress to order 
complete surveys of all possible canal 
routes between the two cities, two of 
which have already been reported upon 
as feasible. The completion of either 
would bring lake traffic within 100 miles 
of the Red River of the North, and a 
canal a hundred miles shorter than the 
Erie, crossing the Red River, would con- 
nect the vipper Mississippi and Missouri. 

The Canadian Minister of Canals re- 
ports that, when the growth of popula- 
tion in the Northwest warrants the ex- 
penditure, a ship- 
canal will connect 
Winnipeg with 
the Great Lakes 
and the Atlantic 
Ocean, while tlie 
tributaries o f 

Lake Winnipeg 
will be ma tie 
navigable to the 
Rocky Moun- 
tains. Our upper 
Missouri River 
when canalized 
will parallel the 
proposed Canadi- 
an system. The 
melting snows of 
the mountains of 
Montana would 
provide a vast 
amount of water 
to be stored up 
every spring for 
summer use to 
float the grain 
of the country 

to the seaboard. Along such a river 
and canal route towns would neces- 
sarily spring up, the wonderful surplus 
water - power of Great Falls would no 
longer go to waste, and freight rates 
would be affected from Puget Sound to 



the Hudson River. Just as the Erie 
Canal has continually lowered the tariff 
on every railroad from New York to Min- 
nesota, besides saving $200,000,000 on 
grain freights from the West, in the last 
thirty years, so would the perfection of a 
continued Western waterway develop 
the Far West, as inland navigation has 
built up the East. Oil from Wyoming- 
could be profitably shipped to the East 
and compete with the Ohio product. 
A new wheat country would be developed, 
and the immense cattle-ranches of Mon- 
tana would quadruple in value if the 
armies of steers could be rounded up at 
the water-side and driven aboard steam- 
ers for the East. It must not be forgot- 
ten that the new Erie Canal — with a 
depth of not more than eleven feet — will, 
according to the Federal engineers, lower 
the freight rate on grain from Duluth 
to New York city by fully one cent a 
bushel, saving consumers and shii)pers 
about $9,000,000 a year. 




RIDEAU CANAL, CANADA 

What mind can conceive the miracles 
which would be wrought if America 
should spend on inland ship-canals an 
amount per capita equal to that which 
has already been expended by the Cana- 
dian government? The sum total would 




WELLAND CANAL (NEW) 



run well up toward a billion of dollars, 
and would make our country resemble a 
map of Mars. Major Symons, of the 
United States Engineer Corps, reports 
that steam-barges with a carrying capa- 
city of 1500 tons can navigate safely 
with a depth of ten feet of water. It is 
such a channel he advocates across New 
York, at a cost of perhaps one-third that 
of a ship-canal. Montreal is preparing 
to run through her new canals a line of 
lake and river cattle-steamers to carry 
live-stock from Chicago to Montreal in 
four days, but little more than the sched- 
ule time of a fast freight train. Whale- 
back steamers carrying 4000 tons of 
freight need draw but fourteen feet of 
water — the minimum depth of the Can- 
ada canals, which at a cost of $120,000,- 
000 it is now proposed to deepen to eigh- 
teen feet. The indomitable courage of 
the Canadians' fight for lake supremacy 
is beginning to reap its reward. Cana- 
da's canals can now compete with the 
railways, and even compel the building 
of other lines to carry overland the com- 
merce developed by the canals. In the 
United States, however, the canals of 
1825 still have to compete with the rail- 
road train of 1900. The present Erie 
Canal barge accommodates a capacity 



equal to that of an early freight train — 
about 240 tons; but had the recent im- 
provements, costing $9,000,000, proved 
successful, 400-ton barges would be able 
to navigate the canal freely. 

Our wealthiest railroad systems lie be- 
tween the Atlantic and the Great Lakes. 
They parallel every navigable stream 
from Maine to Illinois. Waterways tend 
to build up towns and cities, the railways 
profiting thereby. As in Europe, where 
the railroads and canals are equally fos- 
tered, so it should be in America. Along 
every ship - canal great manufacturing 
plants would of necessity spring up, cer- 
tain freights would go back and forth 
by the water route, but as the tributary 
country is developed, the railroads would 
reap by far the richer benefits. Of 
freight shipped from the lakes via a ship- 
canal, a very small percentage, it is 
proved by experience, would ever reach 
the coast; all along the route it would 
be distributed to interior towns, reached 
only by the freight train ; so that the 
development of a deep-water canal sys- 
tem cannot but prove beneficial to the im- 
mense railroad interests of America, 
which, in the opinion of many, should 
be the first to welcome the new era of in- 
land waterways. 



W97 










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